Power transmission



June 16, 1931.

l5 Sheets-Sheet l ANT 5? m8 F. LJuNGsTRbM POWER TRANSMISSION 'Filed April 28'. 1930 INVEN OR J i BY: I

$ 17M MIATTORNEY IA 1 kw H Mg? i mwww I i. 6Q V aw m u V at M a Q g u k I \Q Q 4 a I! a 0 u ,15 Sheets-Sheet 2 June 16, 1931. F. LJUNGSTROM POWER TRANSMISSION Filed April 28. 1930 J1me 1931-v F. LJUNGSTROM POWER TRANSMISSION Filed April .28, 1930 15 SheetsSheet 3 June 16, 1931. F. LJUNGSTRGM POWER TRANSMISSION Filed April 28. 1950 15 Sheets-Sheet 4 IIIHI J NVENgQR.

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June 16, 1931.

F. LJUNGSTROM POWER TRANSMISSION Filed Aprll 28. 1930 lSSheets-Sheet 5 INVENTOR.

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- June 16, 1931. LJUNGSTRCM 1,310,283

POWER TRANSMISSION Filed April 28. 1930 15 Sheets-Sheet 6 w &

4 3 ATTORNEY June 16, 1931. u gsfnM 1,810,283

15 Sheets Sheet 7 June 1931- F. LJUNGSTROM POWER TRANSMISSION Filed April 28. 193Q 15 Sheets-Sheet 8 JNVENTOR. z n

44v ATTORNEY.

June .16, 1931... F.1LJU2N-1GSTROM 1,810,283

POWER TRANSMISSION Filed April 28, 1930 15 Sheets-Sheet 9 286 279 28/ 284 li'flil' 295 I 29.5" F 22. 5?? k 283 j 1 1 285 262 gigs? 234 a v INVENTOR d3 ATTORNEY June 16, 1931.

F. LJUNGSTRUM POWER TRANSMISSION Filed April 28, 1930 15 Sheets-Sheet 10 INVEN R BY 7 m4 EY June 16:; 193 F2. ILJUNG'STROM 0,283

POWER TRANSMI S S ION Filed April 28, 19301 1 5 sheets-sheet 11 INVENTOR bi-f/ I v 4 3 ATTORNEY Jun e1 6, 1931.

F. LJUNGSTROM POWER TRANSMISSION Filed April 28, 1930 15 Sheets-Sheet 14 INVENT BY j ' .la l i ifin' June 1931- F. LJUNGSTROM 1, 0,

POWER TRANS/M15 SIO N 7 4/7 4// 4/4 I 3.95 4/, ATTORNEY Patented June 16, 1931 UNITED STATES "PATENT OFFICE FBEDBIK LJUNGSTBOM, OF LIDINGO, SWEDEN, ASSIGNOR, BY MESNE ASSIGNMENTS, TO

' PEI), INCORPORATED, A. CORPORATION OF DELAWARE rownn TRANSMISSION Continuation of application Serial No. 218,293, filed September8, 1927. This application filed April 28, 1930,

Serial No. 447,896, and in v This application is a continuing applica-- tion with respect to my copending application Ser. No. 218,293, filed September 8, 1927, and replaces said application Ser. No. 218,293 6 as to the subject matter of various major transmission features therein originally claimed; and is also a continuing application with respect to and in part replaces my CO--,

pending applications Ser. No, 374,830, filed -10 June 29, 1929, Ser, No. 375,174, filed July 1, 1929, and Ser. No, 417,622, filed December 31, 1929; and is also a continuing application with respect to my copending application Ser. No. 407,236, filed November 14, 1929. This application is to be considered as relating back to each and all of these copending applications, respectively, so far as herein continued, and to the dates and rights incident thereto, respectively, including the rights acquired by virtue of the filing of cor- ,responding foreign applications as set forth in the oath forming a part of this application.

' The present invention relates to variablespeed power transmissions. More specifically, the invention relates to variable-speed power transmissions of the type in which. turning moments of opposite sense or'direction are alternately produced by mechanism actuated by a rotary driving member and segregated by mechanism which transmits turning moments of one sense to a driven member and of opposite sense to an abut ment. Still more specifically, the invention relates to transmissions of the above type which are reversible and'which are adapted to be utilized in automobiles or like self-propelled vehicles in combination with certain control features, as will hereinafter appear, which permit the use of a simplified unit control for such vehicles,

One object of the invention is to improve transmissions of the above type. In one phase of the invention I improve the transmission by the use of reaction inertia mass for altering the characteristics of the forces produced by the turning moments which are directed toward the abutment,- in order to eliminate vibration in the transmission due to the intermittent character of these forces. In another phase of the invention I improve "tion to the transmission of power.

Sweden February 16, 1927,

the transmission by novel mechanism for producing the opposite turning moments which eliminates backlash, and consequently noise and vibration, in the mechanism due to the change in the sense of the forces produced when the rotary driving motion is converted to turning moments of opposite sense. In the specific form of transmission to which the invention is directed, clutch mechanism comprising reversible overrunning oneway clutches including gripping detents is employed to transmit the produced turning moments to the driven member and to the abutment, respectively, and a further object of the invention is to improve. upon prior forms of clutch construction of this type by providing means for applying equalized engaging forces 'to the clutch detents, by providing means for applying engaging forces to the clutch detents which vary under differ-- ent operating conditions within the transmission, and by providing improved means for relieving the clutches from stresses due to forces acting and reacting between the driven 'member and the abutment,in order to free the clutches in case they become jammed because of forces preventing the driven member from moving in the selected direction of rotation.

My invention also relates to overrunning clutch mechanisinper se of general applicaphase of my invention, I aim to provide improved clutch me hanism whichis particularly adapted to transmit power under widely varying conditions such as would, in the absence of my improvements to the clutch mechanism, disadvanta'geo'usly afiect the operating "characteristics and the durability of the parts. In this connection I provide means for varying the engaging pressure applied to the clutch detents for different conditions of drive, as will hereinafter more fully appear. Amongst other objects of the invention are: To provide a compact form of transmission in which one of the one-way clutches is placed within another of 'the clutches; to provide novel and improved means for mountingvcertain parts of the mechanism which produces the opposite turning moments; to provide In this a novel means for resiliently mountingthe reaction inertia mass whereby a single. set of springs may be utilized tosecure the effect; under different operating conditions 'of the transmission; of both weak and strong springs to provide an improved'transmission of the character described having an intermediate member upon which inertia masses -producing opposite turning moments are mounted in an improvedmanner in' order to produce forces which are balanced in a plane applyingequaliz'ed engaging forces to the fo'rm of torsionally resilient drive for absorb transverseto the axis of the transmission; to

provide means for applying equalized engaging forces to det'en-ts of a plurality of cooperating clutches; to provide means in a transmission havinga plurality of reversible clutches comprising gripping .detents for detents through the mechanism which effects reversal of the clutches; to provide a novel fin g-and equalizing the intermittent reactions which would otherwise betransmitted from the'transmission to the. driving mechanism;

to provide means for insuring quick reversal of the clutches; to provlde means for freemg the reaction inertia mass before reversal-of the clutches canbe (affected; to provide means responsive to pressure conditions within the transmission lubricating system. to' alter the engaging force applied to-lthe clutch detents;

to provide means acting through the lubricating system-yfor altering the engaging force applied to the clutch .detents when the transmission changes from synchronous drive to' asynchronous drive, and vice-versa; and, in general, to prov1de lmproved transmisslon structure of the variable speed type'and to provide improved clutch mechanism of the overrunning-or free-wheeling type applicable I generally to-the' transmission of-power.

' The above and further objects of the in-. vention, together with the advantages to be derived from its use, may best be understood 'from the followingdescription of the transmissions embodying the invention which are illustrated in the accompanying drawings forminga part of. this specification.

1n the drawings: Fig.1 is a vertical central longitudinal section ofone form of transmission embodying the invention; j v Fig. 2 is a side'elevation of parts of the structure shown in Fig. 1;

Fig. 3 is a fragmentary horizontal longitudinal central section showing part of the 'mechanism of the transmission illustrated Fig. 1;

Fig. 4 is a section taken on the line 44 of Fig. 3;

Figs. 5 and 6 (a) are transverse sections taken on the respectivelynumbered sectionv lines of Fig. 1, parts of each of these sections being broken away for clearness;

- Fig. 6 (6) 1s a transverse sectional view taken-on theline 6 b')-6 (b) of Fig. 1;

Fig. 7 (a) is a quarter section on an en larged scale taken transversely through the clutch mechanism shown in Fig.1 taken on the line 7- 7-01 Fig. 1 and illustrating this .-mechanism in one osition of adjustment;

Fig. 7 (b) is a view similar to Fig. 7 ((1.) taken on the line 77 of Fig. 1 showing the clutch mechanism in another position of adustment;

Fig; 8 is a central longitudinal section of a second form of transmission embodying the invention andadapted to be used'in an'automobile with a motor capable of-delivering about fifty horse power; Fig. 9 is a transverse section taken on the line 9-'9 of Fig. 8;

Fig. 10 is a fragmentary side elevation,

partly in section and on an enlarged scale, of

a roller cage;

Fig. llis a section taken on the line 11-11 of Fig. 10;

Fig 12 is a section taken on the line 12-12 of Fig. 11;

' Fig. 13 is a fragmentary section similar to Fig. 12 and on'a'still further enlarged scale, illustrating in exaggeratedform the clear-- ance obtaining in parts'of the "structure Fig. 14 (a) is a transverse half section on 4 anenlarged scale, taken on the line 14-44; of Fig. 8 and showing the roller clutches inone position ofadjustment;

Fig. 14 (b) is aview similar to Fig. 14 (a) showing the roller clutches in the opposite position of adjustment;

Fig. 15 is a fragmentary longitudinal'section on an enlarged scale showing a part of the clutch shifting mechanism, this section being taken generally normal to the plane of Fig. 8 along the lines 1515 of Figs. 16, 17 an 18;

Figs. 1'6- and 17 are transverse. sections taken along the respectively numbered section linesof Figs. 8 and 15;

' Fig. 18 is-a-fragmentary elevation'of' the clutch shifting. mechanism shown in Fig. 15,

'partsbeing broken away for clearness;

Fig. 19 is a longitudinal-section of oneof the clutch shifting elements;

Fig. 25 is a section on an enlarged scale.

taken on the line 2525 of Fig. 23, with certain parts broken away Figs. 26 to 29 are enlarged fragmentary views illustrating parts of the mechanism shown in Figs. 23 to 25;

Fig. 30 is a diagrammatic sectional representation of the transmission illustrating the lubricating system thereof; i

Fig. 31 is a diagrammatic side elevation of an automobile chassis equipped with the transmission shown in Fig. 8 and illustrating the control system, parts of the vehicle being broken away for clearness;

Fig. 32 is a fragmentary horizontal sec-. tion on an enlarged scale taken on the line 32-32 of Fig. 31;

Fig. 33 is a vertical section on an enlarged scale taken on the line 3333:of Fig. 32 and showing the brake mechanism in released position; Fig. 34 is a fragmentary section taken on go the line 3434 of Fig. 33;

,Fig. 35 is a detail ofFig. 34 looking from the left ofthe latter figure;

Fig. 36 is a fragmentary section of Fig. 33 taken on the line 36 -36, parts being omitted for clearness;

Fig. 37 is a view similar to Fig. 33, but.

showing position;

Fig. 38 is a fragmentary section on an en- 80 larged scale of a part of the front Wheel brake shown in Fig. 31, and 'Fig. 39 is a fragmentary plan view, partly in section, and on an enlarged scale, of a portion of the brake mechanism.

in Figs. 1 to 7 b) and with particular reference to Fig. 1, 32 indicates an engine driving shaft to which is secured a' fly-wheel 33. Fly-wheel 33 is provided near its periphery with two diametrically opposed driving studs 132 (Fig. 5) carried by plates secured to the face of the fly-wheel. Eaclrstud 132 is 'eonnected by means oflink 134 to a pin 135 mounted adjacent to the periphery of an inertia mass 40. As may beseen from Fig. 1, one inertia mass is of T-shaped crosssection, while the other mass is of U-shaped cross-section. The T-shaped mass is carried on a double row ball bearing 136, the inner race of which is mounted on an eccentric 137.

the brake mechanism in engaged Theother inertia mass is carried by spaced 'singlerow ball bearings 138, the inner races of which are mounted on two spaced eccentrics139,between which the eccentric 137 is located. Eccentrics 137 and 139 form part of a sleeve member 140 rigidly secured to a common clutch-sleeve 42, and the center of eccentric137 is diametrically opposite the center of eccentrics 139;

Positionedwithin sleeve 42 is' the driven shaft 47, which has secured to forward end the rotatable clutch sleeve 48. A stationary clutch sleeve 51 is positioned between 42, sleeve 51 being in axial alignment with Referring now to the embodiment shown the driven shaft 47 and the rear end of sleeve sleeve 48. The manner of supporting the driven shaft and theseveral sleeves will be described later. I

Between the common clutch sleeve 42 and the rotatable clutch sleeve 48 is a set of cylind'rica'l roller detents 52, and between the common clutch sleeve 42 and the stationary sleeve 51 is a second set of -cylindrical roller detents 53. Each of sleeves 48 and 51 isprovided with oppositely inclined gripping or wedging surfaces 54 and 55, as shown in Figs. 7 (a) and 7 (b),which figures are transverse cross-sectional views through either the displace springs 57 radially upon rotary movement-of the cages, flanges 59 are provided on ribs,58 in order to prevent such radial displacement. Springs 57 are wide at the middle and taper toward each end as indicated by dotted lines in Fig. 1 at the position of one of the right-hand detents 53. The ends of springs 57 are situated in apertures 60 in the annular end portions or walls of the'cage, as shown in Figs. 7 (a) and 7 (b) The apertures are so situated and formed as to restrict themovement of the springs so that they only bear against the roller detents, in the middle position thereof, with sufficient force to hold the detents in position in order to facilitate assembly of the mechal'llSIl'l.

The, springs 57 acting on the rollers 53 may be 'made somewhat weaker than the corresponding springs acting on rollers 52.

As stated above, the roller cages 56 are turnable with respect to clutch sleeves 48 and 51, and by reference to Figs. 7 (a) and? (b) it will be seen that as these cages are turned with respect to said sleeves, the roller detents will be caused to contact with the inner surface of sleeve 42 and either the gripping Ill? sitioned so that these roller detents contact one series of inclined gripping surfaces (for example, surfaces 54) of sleeve 48, while the cage holding the roller detents 53' is positioned so that these latter detents contactoppos'itely inclined gripping surfaces (in this case surfaces 55) of sleeve 51. With the sets of roller detents 52 and 53 contacting oppositely inclined wedging surfaces on the clutch 48 and 51 with which they are associated' sleeves'48 and 51, respectively, drive through the transmission will be effected in one direction in a manner presently to be described. Reversal ofdirection of drive through the transmission .is accomplished by turning the. roller clutches so that the sets of rollerdetents are moved away from contact with-the wedg-.

ing surfaces previously engaged and into con-.

- tact with the opp'ositelyinclined wedging surfaces on the respective clutch sleeves. 'This requires turning'of the rollercages in oppositedirections.

Mechanism for oil ectin g this opposite turn: mg movement of the roller cages comprlses a plurality of inwardly extending teeth 141-:

on each of the cages 56. The teeth of one cage engage oblique slots 142 in an adjust} ing sleeve; 143,-while the teeth of the other cage engage oppositely obliquegrooves 144 in a second adjusting sleeve 145. Sleeves 143 and 145 areprovided with axial gro'oves146 and 147, respectively. Inwardly directed teeth 148 on sleeve 48 engage grooves 146,

and a similar set of teeth 149;on sleeve 51 engage grooves 147..-

By'reference to'Fig. 2 it will be seen that axial movement of sleev'es'143 and 145.. in

'the same direction will cause simultaneous rotational movement of cages 56 in-opposite directions with respect to the clutch sleeves Sleeves 143 and 14 5 are concurrently shifted in axial direction by axial movement of the ring member 67 which is grooved to form the outer race for two sets of bearing balls 70, one-set running ina groove formed in sleeve 143, and the other set running in a groove formed insleeve 145. It will be seen that by means of this ball bearing connec-' tion, the ring member 67 can rotate with 'respect'to the sleeves 143 and .145. 1 Member 67 is secured by means of the shouldered pins 68 to a shift sleeve 150 slidably mounted on the-clutch sleeve 42 and rotatable therewith.

Member 67 is provided with. oppositely disposed, radially extending arms which carry pins 68,'these arms passing through longitudinal slotsin thecluteh sleeve 42. Slots in sleeve 42 are lined by-members 34 forming flanges 35 (Figs. 1 and 6) which project radially inwardly from the sleeve for a purpose which will hereinafter appear. Itwill. be seen that clutch sleeve 42, shift sleeve 150 and the ring member 67- rotate as a unit, sleeve. 150 and member 67 being axially movable with respect to sleeve 42.

.Sleeve 150 forms theinner race of a ball bearing 151', the outer race of which isformed groove 153.:

Referring to- Figs. and 4, the reversing mechanism for axially shifting-sleeve 15 0. is

bv a shift ring 152having an external shown. This mechanism comprises a revers 3 ing shaft 154 carriedat its endsby'ball bearings 155 mounted in a suitable carrierbolted to the transmission easing. Shaft 154 lies in the central horizontal plane of the transmission and is at right angles to the axis of sleeve 150. At its inner end, shaft 154 is of teeth on gear 157 so that one-sixth of a revolution of gear 158 will cause one-half of a revolution of gear 157 and thereversing shaft. Gear .158 is secured to the inner end of a short stub shaft 159, which is rotatably mounted in the transmission casing and projects therethrough. The projecting end of shaft 159 has formed integrally therewith the reversing ratchet wheel 101.

"Turning-now to Fig. 1, it will be seen that theclutch sleeve 51 is secured to a sleeve-like 1 member.160, the latterbeing in turn secured to a relatively heavy inertia-weight 161 in the form of a fly-wheel, whichwill hereinafter be referred 'to as a reaction inertia weight or mass. Passing through the reactionmass 161 adjacent to its periphery are a plurality of pins 162 serving as pivots for spring hangers 163, which. in turn hold the outer ends .of a plurality of radially arranged .coil

springs 164. r The inner ends of these springs are held. by hangers 165', which are pivoted about pins 166 secured in an annular ring 167 theouter circumference of which forms. an inner race for a. set of bearing balls 168. The outer race for these bearing balls is formed on the-inner periphery of a second annular ring which is centered within the transmission casing and held against rotation by means of the radially positioned studs 169 Fig. 6 (a The annular ring'member 167 is provided with a plurality of radially proj'ectingt eth 170.

.As shown in Fig. 3, the teeth'170'are adapt-.- ed to meshfwith teeth 171 on one endof a bell crank lever 172, i said lever being pivoted about the 'fixedpin 173 and having mounted i on its other end a ball bearing 174.. The outer .race of bearing 174 is adapted to be engaged by a cam17 5 on the reversing shaft 154. Re-

versing shaft'154 is" furtherprovided with a second cam. 176 adapted'to engage a cam surface on one end of a second bell crank 177,

which is'also pivoted around pin 173. I Means areprovided for holding bell crank-s 172 and 177 in contact with their-respective cams, this means being more clearly shown in Fig. 4. The arms'ofthebell cranks. 172 and;

17 7 situated transversely ofthe axis of shaft 154, are urgedinw'ardly toward the center of the transmission byrods' 178 and 179, respectively, these rods being in turn urged inwardly by the action of coil springs 180 and 181 which are held in compression between the. 1

transmission casing and collars formed on said rods.

The contour of cam 175 is such that with the reversing shaft in the position shown in Figs. 3 and 4, or turned 180 degrees from this position, spring 180 is permitted to force the teeth 171 of bell crank 172 into mesh with teeth 170 on member v167. In the position shownin these figures, shift sleeve 150 isat one end of its path of axial movement, and when shaft 154 is turned a half revolution from the position shown, sleeve 150 is moved axially to the opposite end of its'path of travel by the eccentric pin 156 engaging memher 152. It will thus be seen that when sleeve 150 is in either of the end positions of its path of travel, member 167 is locked against rotation by the meshing of teeth 170 and 171. The

projecting parts of cam 175, as seen inFig.

4, force ball bearing 174 to the left (Fig. 3) whenever shaft 154 is turned from the position shown in Fig.4'or from a position 180 degrees from the position shown in this figure. This action causes teeth 17 0 and 17ml to bedisengaged to permit member 167 to rotate on ball bearing 168 during the period when shaft15'4 is being turned from either one of its normally stationary positions to the other. 7

The contourof cam 176 is such that the pressure of bell crank 177 thereon (due to the action of spring 181) tends to hold the shaft 154 firmly in the position shown Fig. 4 or in a diametrically opposite position.

Cam 17 6, bell crank 17 7 and spring 181 act to insure reversing movement of shaft 154; Cam 17 6 has two oppositely projecting earn points, as will be seen by a comparison of Figs. 3 and 4, and in the normal position of rest of shaft 154 one of the cam points abuts against the projecting cam surface on the arm of bell crank 177, as seen in Fig. 4. The form of this cam surface is such that rotation of cam 17 6 from the position shown in Fig. 3 can be effected only by moving the bell crank 177 to the left, as seen in this vfigure, and this movement is resisted by spring 181.

"This results in an initial resistance to turning movement of shaft 154 from the position shown, which resistance ceases as soon as the cam point has passed the projecting surface on the bell crank. Further turning movement of shaft 154, after the cam point passes the resisting projection, is not resisted until the opposite cam point on cam 176 strikes the cam surface at the end of 180 degrees of turning movement of the reversing shaft. It will thus be'seen that this mechanism provides a means for initially resisting and then suddenly relieving the resistance to turning movement of the reversing shaft. The 'reason for this mechanism will be'explained later.

rearward end by ball bearing 182, the outer race of which is held in a spider 183 secured in the transmission casing. Spider 183 has a limited amount of flexibility, to provide a resilient mounting, and may advantageously have fixed thereon a band of non-metallic material 184 such, for example, as oil proof and support member 160 fastened to the clutch sleeve 51. The rearwardend of the common clutch sleeve 42'is in turn supported from clutch sleeve 51 by the ball bearing 189.

Each of roller cages 56 is centered at one end, and is prevented from moving axially, by ball bearings 190, the inner race of one bearing being formed by a groove in sleeve 48, and the inner race of the other by a groove in sleeve 51.

At its forward end, sleeve 42 is supported by a bearing. member 191 interposed between the sleeve and the cylindrically headed stud 192, which serves to secure the fly-wheel 33 to the driving shaft.

Rigidly secured to the rear end of the driven shaft 47, as by means of the splined and threaded member 198 and retaining nut 199, is the hub 200, which is connected to a propeller shaft (assuming the transmission to be installed in an automobile) indicated generally at D, by means of a known form of coupling comprising bolts 201 and a connecting flexible ring 202.

In some instances, shaft D may advantageously be of a form providing more than the psual amount of torsional flexibility. One such form is shown, consisting of a plurality of axially parallel rods 203 spaced equidistant from a common central axis. Rods 203 are bent radially outward at their ends, as at 204, and are anchored in recesses in an annular member 205 having a flanged portion through which alternate coupling bolts 201 pass.

Rods 203 arespread radially by means of ring 206 carried on a pin formingpart of the plate member 207 bolted to member 205. An outer protecting tube 208 slidably mounted in member 205 may advantageously be employed. The construction at the opposite end of the propeller shaft D is similar to that just described, providing means whereby the individual rods 203 may be con nected to the driving axle through a single coupling.

Lubrication is effected by mtroducmg oil through passage 193, whence it fiowsthrough 

